Drive-in, drive-out vehicle alignment system

ABSTRACT

A vehicle alignment system uses transverse, longitudinal and vertical bars mounted on a vehicle and equating to X, Y and Z axes for establishing the dimensions of the vehicle, which dimensions are then compared to the vehicle engineering specifications. The transverse bars are connected to the underside of the vehicle and, to enable quickness and ease of transferring the alignment system between vehicles, quick connect fittings extend between the transverse and longitudinal bars. Additional supports extend between the longitudinal bars and a base surface. The system is arranged so that transverse bars in a path of entry and exit of the vehicle can be readily removed and the vehicle removed and replaced, while maintaining the alignment system substantially set up and ready for use. The process improves the speed of use of the system by substantially alleviating the dismantling previously required.

CROSS REFERENCE TO RELATED APPLICATION

This is a division, of application Ser. No. 844,030, filed Mar. 24,l986, which is a continuation-in-part of pending Application Ser. No.764,678, filed Aug. 12, 1985 and issued July 8, l986, as U.S. Pat. No.4,598,481.

FIELD OF THE INVENTION

This invention relates generally to a device for checking and measuringthe geometrical relationships of a vehicle frame and body and moreparticularly, relates to such a device having certain portions which areeasily removable and replaceable once the system is set up, which thenenables use of the system on successive vehicles in a relatively rapidmanner.

BACKGROUND OF THE INVENTION

The frame and body of a vehicle is constructed with respect to precisegeometric relationships, as determined by the manufacturer, in orderthat the vehicle have proper driving and road holding properties as wellas accurate exterior design measurement locations for beauty andbilateral symmetry of the finished body. Various apparatuses foreffecting straightening of bent and damaged vehicle frame and body partsare known in the art, as are known various gauges, rules and the likefor determining the amount of damage to the vehicle, frame and bodymembers. These alignment apparatuses are often unduly complex andcumbersome, require long periods of familiarization and usage for therepairman to become proficient in operation, and often requiresubstantial set up time. In modern frame and body shop practice, it isnot desirable for alignment equipment to require an overly long set uptime, for this is time which increases the cost of labor for aparticular job and ties up the equipment and makes it unavailable forother jobs. In the past, some repairmen have sacrificed accuracy in therepaired product by choosing equipment which, by requiring less set uptime, was faster in use but did not provide great accuracy for thefinished product.

The present Drive-In, Drive-Out Vehicle Alignment System is animprovement of and is used in conjunction with a vehicle alignmentsystem such as of the type disclosed and shown in U.S. Pat. No.4,598,481, and also owned by Hein-Werner Corporation, Kansas JackDivision. This alignment system, using orthogonally intersecting lasersor sighting instruments for alignment, is known as the X, Y and Zcoordinate laser alignment system and utilizes a three dimensionalframework constructed about a vehicle and with sighting instrumentsprojecting straight lines or planes of sight. These lines or planesintersect to measure the location of frame and body parts or they can beset at a reference specification where that frame or body part should beand any displacement from the desired location noted. Thereafter, theframe or body part is repaired by conventional means to bring it back tothe manufacturer's specified position.

The X, Y and Z coordinate alignment system may be used when the vehicleis positioned on stands on a workshop floor surface or the vehicle maybe positioned upon a work rack for easier access to the undercarriage.When the rack includes various pull towers for exerting force on bodyparts in the conventional manner, placement upon a work rack isparticularly advantageous. The work rack shown in the drawings of theinstant application is the Kansas Jack WORLD RACK®, a U.S. Pat. No.4,592,225.

The present application provides an apparatus and method by which analignment system, such the X, Y and Z coordinate alignment system, canbe set up or constructed about a vehicle and then certain parts can beremoved after the first vehicle is aligned, a second vehicle replacedinto the arrangement and then certain connecting members adjusted to theparticularities of the individual vehicle. Disassembly of the entiresystem is thereby made unnecessary and any lengthy initial set up needonly be done once. Use of this apparatus and method by a repairman willsubstantially decrease the time previously associated with vehiclerepair and if this savings is passed on to the consumer, should resultin lower cost for collision repairs.

OBJECTS OF THE INVENTION

The principal objects of the present invention are: to provide analignment system designed for rapid connection to vehicles; to providesuch an alignment system which enables an alignment system utilizinglongitudinal and transverse bars which are connected to a vehicle to bereadily mounted to a second vehicle thereby reducing set up time; toprovide an alignment system which is adaptable to either floor or rackuse; and to provide such an alignment apparatus and method which isrelatively easy to use and understand, adaptable in many situations; andwhich operators can be easily trained to use.

Other objects and advantages of this invention will become apparent fromthe following description taken in connection with the accompanyingdrawings wherein are set forth, by way of illustration and example,certain embodiments of this invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of the Drive-In, Drive-Out VehicleAlignment System in conjunction with a vehicle positioned upon a workrack.

FIG. 2 is a perspective view of a three dimensional alignment system,slightly different embodiment, mounted upon a vehicle of space frameconstruction.

FIG. 3 is a plan view of the alignment apparatus of FIG. 2 mounted on avehicle.

FIG. 4 is an enlarged, plan view of a quick couple tee connector usedherewith.

FIG. 5 is a side view of the quick couple tee connector.

FIG. 6 is an enlarged, plan view of a rack adaptor used with the presentinvention.

FIG. 7 is a top view of a rack adaptor.

FIG. 8 is a front side view of rack adaptor.

FIG. 9 is an elevational view of an alternative embodiment of a rackadaptor.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

As required, detailed embodiments of the present invention are disclosedherein; however, it is to be understood that the disclosed embodimentsare merely exemplary of the invention which may be embodied in variousforms. Therefore, specific structural and functional details disclosedherein are not to be interpreted as limiting, but merely as a basis forthe claims and as a representative basis for teaching one skilled in theart to variously employ the present invention in virtually anyappropriately detailed structure.

Referring to the drawings in more detail:

The reference numeral 1, FIG. 1, generally indicates a Drive-In,Drive-Out Vehicle Alignment System embodying the present invention. Thesystem 1 includes a frame arrangement 2, constructed so as to have X, Yand Z axes and which supports sighting instruments such as beam or planeprojecting laser instruments 3 mounted to have the projected beams orplanes intersect at selected points, thereby establishing a pointdefined by X, Y and Z coordinates. The proper X, Y and Z coordinateposition of each vehicle part is listed as separate dimensions in areference manual provided to the repairman. Use of the apparatus inconjunction with the reference manual permits the repairman toaccurately and quickly measure errors in the position of the vehiclepart, which errors can result from improper construction, or throughdamage.

In the illustrated example, the frame arrangement 2 is mounted about avehicle 5 which is positioned upon a vehicle work rack 6 which may bethe type disclosed in U.S. Pat. No. 4,592,225. This patent isincorporated herein by reference.

In the illustrated example, the frame arrangement 2 is the same orsubstantially the same as that set forth in commonly assigned U.S. Pat.No. 4,592,225. This patent is directed to an Intersecting LaserAlignment Apparatus and Method, or X, Y and Z coordinate alignmentsystem, in which includes a frame work of transverse bars equating to anX axis, longitudinal bars equating to a Y axis and vertical barsequating to a Z axis. Crossbars can be positioned between upper portionsof the vertical bars and equate to an X axis for upper body measurementsand upper longitudinal bars could also be positioned between thevertical bars for upper body measurements and equate to a Y axis. In theillustrated example, FIGS. 1, 2 and 3, the frame arrangement 2 includesat least first and second transverse bars 9 and 10. All of thetransverse bars positioned beneath the undercarriage of the vehicle 5are positioned with respect to the vehicle geometry by mounting tovehicle fixture holes with hanger means 12 which include fingers and anadjustable length shaft, as set forth in U.S. Pat. No. 4,598,481.

As shown in FIG. 1, the first transverse bar 9 is connected to thevehicle forward of the front wheels, such as to the frame horn areas. Asused herein, the vehicle front is defined as that part of the vehiclewhich is first driven onto the work rack 6. As shown, the vehicle ispositioned on the rack with the vehicle front end first in the rack,although for purposes of definition in this specification, if thevehicle were backed onto the rack then the back end would be termed thefront end. Thus as shown, the first transverse bar 9 is positioned bythe hanger means 12 forward of the vehicle front wheels and the secondtransverse bar 10 is connected to the vehicle aft of the vehicle frontwheels.

In the illustrated example, there is a third transverse bar 13 which isalso connected to the vehicle 5 and also positioned aft of the vehiclefront wheels. The transverse bars 9, 10 and 13 are all positionedgenerally in the vehicle datum plane. The datum plane is an imaginaryplane established below the undercarriage of the vehicle during thevehicle engineering process and from which vertical measurementsoriginate to various points on the vehicle undercarriage. Normally,these locations accord to fixture holes. The datum plane is oftenestablished approximately 100 mm below the lowest point on the vehicleframe and so the datum plane, and therefore the transverse bars, arelocated between the undercarriage of the vehicle and the bottom surfaceof the vehicle tires. The mid portions of the transverse bars 9, 10 and13 are aligned with the vehicle longitudinal center line.

Mounted on opposite ends of the transverse bars 9, 10 and 13 are thelongitudinal bars 15 and 16, which are situated perpendicular to thetransverse bars 9, 10 and 13, and parallel and equidistantly spaced fromthe vehicle centerline. The longitudinal bars 15 and 16 equate to the Yaxis and are preferably of sufficient length to extend the length of thevehicle 5. The longitudinal bars 15 and 16 are connected to thetransverse bars 9, 10 and 13 by connectors such as tee connectors 18.

In the exemplary frame arrangement 2, vertical or height bars 21 extendupwardly from the longitudinal bars 15 and 16 and constitute a Z axis,FIGS. 1, 2 and 3. The vertical bars 21 are positioned for upper bodymeasurement and the arrangement 2 may include upper crossbars 22 andupper longitudinal bars 23, FIG. 1, all connected by the tee connectors18. All of the bars include scale indicia for measurement, the zeropoints of the indicia, and therefore the origin of the X, Y and Zcoordinates, being established to accord with the body and framedimension book.

As described above, the frame arrangement 2 is constructed about thevehicle 5 and must be disassembled into the separate frame bars forseparation of the frame arrangement from the vehicle 5. Construction ofthe frame arrangement 2 about the vehicle 5 can be a lengthy and timeconsuming task and, since careful assembly is critical to obtain thecorrect measurements for the vehicle 5, the task must be done relativelyslowly and deliberately.

Prior to the instant invention, separation of the frame arrangement 2from the vehicle 5 was done by disassembling the frame arrangement inthe reverse order from assembly; that is, taking down first the uppercrossbars and longitudinal bars 22 and 23, then removing the verticalbars 21, then the longitudinal bars 15 and 16 and finally the transversebars 9, 10 and 13. The present system makes it unnecessary to completelydisassemble the frame arrangement 2 when a subject vehicle has beenaligned and repaired and in preparation for working on a second vehicle.With this arrangement, the frame arrangement 2 has quick couple teeconnectors 25 and support means 26 which extend from the longitudinalbars 15 and 16 to a base surface and maintain the longitudinal bars adistance thereabove. As stated above, the vehicle 5 and framearrangement 2 can be situated on either a shop floor surface, FIGS. 2and 3, or as shown in FIG. 1, upon a vehicle work rack. In either case,the surface on which the vehicle is situated provides the base surfacefor support of the frame arrangement 2 through use of the support means26, FIG. 1.

In the illustrated example, FIGS. 4 and 5, the quick couple teeconnectors 25 join at least those transverse bars which would be in theway of the vehicle 5 if it were driven out of the frame arrangement 2,leaving at least one bar extending between the longitudinal bars 15 and16, directly or indirectly, in which would interfere with movement fromthe frame arrangement 2.

According to the embodiment shown in FIG. 1, it has proved procedurallyadvantageous to drive the vehicle forward onto the work rack 6 and thenback the vehicle off the rack when alignment and corrections areaccomplished. Under this procedure, the first transverse bar 9 is leftin place, connecting the longitudinal bars 15 and 16, and the secondtransverse bar 10 and third transverse bar 13, when present, are removedfor exit and entry of vehicles.

For those transverse bars which need to be removed for transfer ofvehicles, the quick couple tee connectors 25 are employed. Referring toFIGS. 4 and 5, an exemplary quick couple tee connector is shown, andwhich includes a tubular portion 30 having a centrally located window 31and marker 32 for receiving one of the bars such as one of thelongitudinal bars 15 and 16. A quick couple portion 34 extendsperpendicularly from the tubular portion 30 for ease of joining thetransverse bar to the longitudinal bar. In this example, the quickcouple portion 34 includes a backstop 36, such as of angle beamconfiguration, and a clasp means 37 extending from the backstop 36 tocradle the end of the transverse bar between the clasp means 37 and thebackstop 36. In the illustrated example, the clasp means 37 includes anL-shaped holder 39 with spring connectors 40 extending from the holdersto the backstop bracket 36 to define an area for receipt of one of thebar ends and a tensionable finger 42 extending from the backstop bracket36 to the holder 39 for urging the holder toward and away from the barreceived therebetween. The tensionable finger 42 rocks back and forth ona central hinge 43. A screw tip 45 merely rests in an indentation in thebackstop bracket 36 to provide rocking of a tension screw 46 relative tothe hinge 43.

The support means 26 extend from the longitudinal bars to a basesurface, which can be either a work shop floor surface, FIGS. 2 and 3,or, as in the illustrated example FIG. 1, a work rack 6. For supportabove the base surface, a screw jack 48 may be employed. The screw jack48, FIGS. 7 and 8, consists of a tubular holder 52 for sleeving on thelongitudinal bars 15 and 16, a screw jack shaft 49 extending therefrom,an upper knob 50 for rotation and a lower ball and socket end 51. In theillustrated example, FIG. 1, there are four such screw jacks 48 placedon the longitudinal bars 15 and 16, such as located adjacent the forwardand rear ends of each of the bars 15 and 16. When the support means 26is used upon a floor surface, the ball and socket end 51 contacts theshop floor and provides ease of movement of the frame arrangement 2 forslight shifting of the arrangement 2 on the floor as it is adjusted to anew vehicle. When the frame arrangement 2 is used in conjunction withthe work rack 6, the ball and socket end 51 of the support means 26provides the same function of allowing slight shifting as necessary toaccommodate different size vehicles. When used on the work rack 6, outriders in the form of rack adaptors 54 are employed, which consists ofin a first embodiment 55, FIG. 9, of an open channel arm 56 with a forkend 57 and a thumb screw 58 extending through the fork end 57, fortightening upon a flange 60 of the rack 6. In a second embodiment 61,FIG. 8, the rack adaptor 54 is provided with a jointed or swivel armarrangement 62 including an open channel arm portion 63 and a bottom armportion 64 connected by lever nut tightened swivels 65. The bottom armportion 64 has a fork end 66 also tightened by a pigtail screw 67. Thesecond embodiment 61, of the rack adaptor 54, is also positioned on therack flange 60 and is employed as hereinafter described.

In the use of the Drive-In, Drive-Out Vehicle Alignment System 1, theframe arrangement 2 is first constructed about a selected vehicle 5. Toerect the frame arrangement 2, it is easier if the vehicle is placed ona work rack 6 as shown in FIG. 1. At least first and second transversebars 9 and 10 are positioned and depended from the vehicle undercarriageperpendicular to the vehicle centerline with the first transverse bar 9located forwardly of the vehicle front wheels and the second transversebar also positioned perpendicular to the vehicle centerline, but aft ofthe front wheels and with both the first and second transverse bars 9and 10 generally located in the vehicle datum plane.

Longitudinal bars 15 and 16 are mounted to opposite ends of thetransverse bars 9 and 10 and parallel and equidistant from the vehiclecenterline. Although standard tubular tee connectors may be used in theconnection of the first transverse bar 9 to the longitudinal bars 15 and16, it is preferable to employ quick couple connectors such as theconnectors 25 in mounting the longitudinal bars 15 and 16 to the secondtransverse bar 10. This will enable the second transverse bar 10 to bereadily removed, leaving the longitudinal bars 15 and 16 in place, andsupported by the support means 26 and maintained in joined relationshipby the first transverse bar 9. The support means 26 are provided, suchas by connecting the screw jacks 48 to the longitudinal bars 15 and 16,as at front and rear ends of each. The screw jack shafts 49 are extendeduntil the ball and socket end 51 engages the base surface and maintainsthe longitudinal bars 15 and 16 above the base surface independently ofany connection of the transverse bars to the vehicle.

With the transverse bars 9 and 10 and the longitudinal bars 15 and 16 inplace, the frame arrangement 2 is constructed sufficiently fortwo-dimensional, or X and Y, measurements to be taken. Generally,however, the vehicle measurements may need to be established in thethird dimension, or Z axis, and, if this is the case, the vertical bars21, upper crossbars 22 and upper longitudinal bars 23 are mounted toconstruct the framework shown in FIG. 1.

A plurality of laser instruments 3 are mounted on the frame arrangement2. In the illustrated example, the laser instruments are each lowpowered industrial lasers such as used for surveying and calibration andare each capable of projecting either a cylindrical or pencil beam oflaser generated light, or a plane or fan of light. These two modesgenerate a fan scan pattern of light formed by either a planar ray, orby sweeping a beam in a plane. Such an instrument is described in U.S.Pat. No. 4,578,870, licensed to the Kansas Jack Division of Hein-WernerCorporation. Each of the laser instruments 3 is mounted on carriageselectively positionable on the appropriate bar, whether it be the datumplane or longitudinal bars 15 or 16, the vertical bars 21, thetransverse bars 9, 10 or 13, the upper crossbars 22, or the upperlongitudinal bars 23. The laser instrument 3 is mounted to the carriageby a pivot so that the laser 3 may sweep perpendicularly with respect tothe orientation of the carriage to project the fan scan pattern.

To establish the X, Y and Z coordinate system 1 on the framework 2, oneof the laser instruments 3, by its carriage, is mounted on an X axisbar, such as the transverse bars 9, 10 or 13, or the upper crossbars 22to project a plane of light. Another of the laser instruments 3 ismounted on a Y axis bar, either of the longitudinal bars 15 or 16 or theupper longitudinal bars 23 to project a plane of light. Another laserinstrument 3 is mounted on a Z axis bar, the vertical bars 21 to projecta plane of light. Two sighting instruments 3 are employed to provide anX-Y coordinate system, one mounted on an X axis bar and the othermounted on a Y axis bar so that the planes of light intersect. Toprovide a vertical dimension for upper body measurement, or Z axis, alaser instrument 3 is mounted on one of the two axis bars, the verticalbars 21. As indicated in connection with FIG. 1, the laser instruments 3are positioned on their carriages to provide the fan scan pattern oflight which is orthogonally oriented. The vertically oriented planes oflight from the laser instruments 3 mounted on the X axis bar and the Yaxis bar meet in a vertically extending line, FIG. 1. The laserinstrument 3 mounted on the Z axis bar and projects a horizontal planeof light. The intersection of the three planes of light, two verticaland one horizontal, provides a three dimensional crosshair point atwhich measurements are taken.

When the alignment system 1 is used on a work rack 6, rack adaptors 54are employed to extend the support or base surface of the rack 6. Thefirst embodiment 55 of the rack adaptor 54 may be employed and theadaptor is positioned so that the open channel arm 56 extendsperpendicularly from the rack margin and cradles the ball and socket end51 of the screw jack 48. With this arrangement, the frame arrangement 2may be shifted laterally with respect to a vehicle located on thesupport surface, such as the rack 6, by loosening any connection betweenthe vehicle 5 and the frame arrangement bars, such as the hanger means12 which connect the vehicle directly to the first and second transversebars 9 and 10. Once loosened, the transverse bars 9 and 10 can be slidlaterally and the longitudinal bars 15 and 16 will follow because theball and socket end 51 is free to move. This ability is necessarybecause when placing a second vehicle on the rack 6, centerline of thesecond vehicle would only fortuitously be located where the centerlineof the first vehicle was located with respect to the rack.

The second embodiment 61 of the rack adaptor 54 is particularly usefulto move the entire frame arrangement 2 forwardly and rearwardly relativeto the work rack 6. This is desirable when there are significantdifferences in length between vehicles to be aligned by the framearrangement 2. In this case, the repairman may desire to move the framearrangement 2 forwardly or rearwardly on the rack 6 in order to takeadvantage of any force supplying structure such as pull towers locatedat one end or the other on the rack 6. With the second embodiment 61,the open channel arm portion 63 can be positioned at a 90 degree angleto the bottom arm portion 64, which is in turn attached to the rackflange 60 and then the arm portion 63 become aligned longitudinally withthe periphery of the rack 6 and the centerline of the vehicle, if thevehicle is positioned straight on the rack.

When alignment and repairs have been accomplished on the vehicle 5, anyof the transverse bars located in the path of movement of the vehicle,such as the transverse bars 10 and 13, are removed by use of the quickcouple tee connectors 25, dropped down and pulled out of the framearrangement 2 and the vehicle 5. A second vehicle then replaces thefirst vehicle by being moved into the frame arrangement 2 and the firsttransverse bar 9, second transverse bar 10 and third transverse bar 13,if any, reconnected to the vehicle, shifted laterally if necessary toplace the bar center point on line with the vehicle centerline and thenthe hanger means 12 secured to prevent further shifting.

As will be appreciated, particularly when the upper body vertical bars21, upper crossbars 22 and upper longitudinal bars 23 are placed in theframe arrangement 2, assembly of the arrangement can be time consumingand disassembly almost equally so. Therefore, removal of only thoseparts necessary to remove the vehicle from the frame arrangement,namely, the transverse bars located in the path of movement of thevehicle, provides significant time savings, with the frame arrangement 2able to remain erect after disconnection from the vehicle by means ofthe remaining transverse bar 9 and the support means 26 positionedtherearound.

It is to be understood that while certain forms of the present inventionhave been illustrated and described herein, it is not to be limited tothe specific forms or arrangement of parts herein described and shownexcept insofar as such limitations are included in the following claims.

What is claimed and desired to be secured by Letters Patent is asfollows:
 1. A drive-in, drive-out alignment system comprising:(a) firstand second transverse bars and hanger means extending therefrom forconnection to a first vehicle, said first transverse bar being connectedto the vehicle forward of the vehicle front wheels, and said secondtransverse bar being connected to the vehicle aft of the vehicle frontwheels; (b) spaced, parallel longitudinal bars mounted normally toopposite ends of said transverse bars and extending parallel to thevehicle centerline; (c) tee connectors joining said longitudinal bars tosaid first transverse bar; (d) quick couple tee connectors joining saidlongitudinal bars to said second transverse bar for ready connection anddisconnection; and (e) support means extending from said longitudinalbars to a base surface and maintaining said longitudinal bars a setdistance thereabove; whereby said second transverse bar is removable bysaid quick couple tee connectors and said longitudinal bars remainsupported for ease of removing and replacing said vehicle with a secondvehicle and quickly repositioning said second transverse bar to saidsecond vehicle for alignment.
 2. The alignment system set forth in claim1 including:(a) vertical height bars mounted to said longitudinal barsby tee connectors; and (b) upper transverse bars extending between saidvertical height bars.
 3. The alignment system set forth in claim 1wherein:(a) said quick couple tee connectors respectively include atubular portion having a centrally located window and marker forreceiving said longitudinal bars and a quick couple portion extendingperpendicularly therefrom and including a backstop and clasp means. 4.The alignment system set forth in claim 3 wherein:(a) said backstopincludes an angle bracket; (b) said clasp means includes L-shaped holderwith spring connectors extending from said holders to said bracket todefine an area for receipt of one of said bars and a tensionable fingerextending from said bracket to said holder for urging the holder towardand away from said bar.
 5. The alignment system set forth in claim 1wherein:(a) said support means includes a tubular connector sleeved on arespective one of said longitudinal bars and having a screw shaft extenddownwardly therefrom with a ball and socket at a shaft lower end and ahand knob at a shaft upper end.
 6. The alignment system set forth inclaim 1 wherein:(a) said vehicle, first and second transverse bars, andlongitudinal bars are all positioned upon a vehicle work rack andelevated above a floor surface; (b) adaptor arms are mounted to andextend outwardly from said rack to comprise said base surface and saidsupport means engage said adaptor arms.
 7. The alignment system setforth in claim 6 wherein:(a) said adaptor arms include first and secondarm portions connected by a swivel joint whereby said transverse barsand longitudinal bars are movable forwardly and rearwardly on said rackto accommodate different lengths of vehicles.
 8. A drive-in, drive-outalignment system comprising:(a) a work rack for supporting a vehicleabove a floor surface for ease of access thereto; (b) at least first andsecond transverse bars mounted transversely to the centerline of avehicle and supported by hangers extending from vehicle fixture holes;the first transverse bar being located forward of the vehicle frontwheels and positioned generally in the vehicle datum plane and thesecond transverse bar located aft of the vehicle front wheels and alsoin the vehicle datum plane; (c) spaced, parallel, longitudinal barsmounted normally to opposite ends of said transverse bars and extendingparallel to the vehicle centerline; (d) tee connectors joining saidlongitudinal bars to said first transverse bar; (e) quick couple teeconnectors joining said longitudinal bars to said second transverse barfor ready connection and disconnection; (f) at least four adaptor armsmounted to margins of said rack and extending outwardly thereof; and (g)support rods mounted to said longitudinal bars and extending downwardlyto engage said adaptor arms and maintain said transverse bars above arack surface without said transverse bars depending from a vehicle, andwhereby said second transverse bar is easily removable from said vehicleand said longitudinal bars by said quick couple tee connectors so that afirst vehicle can be aligned and removed from said rack and thereafter asecond vehicle positioned on said rack and said transverse barsconnected thereto.
 9. A method of establishing a drive-in, drive-outalignment system comprising the steps of:(a) providing a vehicle; (b)providing at least first and second transverse bars and depending afirst transverse bar perpendicular to the vehicle centerline and locatedforwardly of the vehicle front wheels, and depending the secondtransverse bar also perpendicular to the vehicle centerline and aft ofthe front wheels with both the first and second transverse barsgenerally located in the vehicle datum plane; (c) providing longitudinalbars and mounting the longitudinal bars to opposite ends of thetransverse bars and parallel and equidistant to the vehicle centerline;(d) providing quick couple connectors in the mounting of thelongitudinal bars to the second transverse bar; (e) providing supportmeans and mounting the support means to the longitudinal bars toposition and maintain the longitudinal bars above a base surfaceindependently of any connection of the transverse bars to the vehicle;(f) disconnecting the second transverse bar from the vehicle, and fromthe longitudinal bars by use of the quick couple connectors, andremoving the vehicle rearwardly from the remaining first transverse barand the longitudinal bars; (g) positioning a second vehicle between thelongitudinal bars and adjacent the first transverse bar; and (h)replacing and depending the second transverse bar from the secondvehicle with the second transverse bar located aft of the second vehiclefront wheels.
 10. The method set forth in claim 9 including:(a) shiftingthe transverse bars and longitudinal bars laterally relative to thesecond vehicle to locate the longitudinal bars equidistant from thevehicle centerline.